Automatic car and air coupler



sept. 2o, 1932.

H. E. VAN DORN 1,878,031

AUTOMATIC CAR AND AIR COUPLER Filed Jan. e. 192s 5 sheets-shea 1 FL ".Z. 5

j. l ffy J7 Sept. 20, 1932. H. E. vA'N DORN AUTOMATIC CAR AND AIR COUPLER 5 sheets-sheet 2 Filed Jan. 6. 1928 WWU 5 SQP 29 @932 H. E. VAN BORN 1,8789031 AUTOMATIC CAR AND AIR COUPLER Filed Jan. 6, 1928 5 Sheets-Sheet Z5 E@ 192 H. E. VAN DQRN Lgnps AUTOMATIC CAR AND AIR COUPLER Filed'Jan. 6, 192s 5 sheets-snaai 4 Septq 20, i931! H. E. VAN DoRN AUTOMATIC GAR AND AIR COUPLER Filed Jan. 6, 1928 5 Sheets-Sheet 5 Jez f@ 7".' rber t 162725302021,

Patented Sept. 20, 1932 AITED STATES HERBERT E. VAN Dorm, or' en IoAso, rrr-rivors, .esssivoa'ro .WILLIAM n. .van pppn,

` .0F ESAQENA CALIFOMIA i nUToMA'rre ,CAR Np AIR coUPLnn Application filed J'annary V6, 1928. VSerial.r'.ll\`| 'o. 244,826.V

The present invention has for its object to produce a simple, .novel and efficient means for coupling together train pipes upon thel on .companion couplers, 4and varrange valves inl these pipes or conduits to be automatically operated upon coupling and .uncoupling When a valve on one coupler is controlledv through contact of an elementwi-th another,

such element will move only witlilthe actuat-l ing coupler and, if the `separation of .two

couplers is slow, it may be that there will :be objectionable or dangerous leakage ,of air before a pipe or'pipes can be wshut off completely. A further object of the present invention is to provide means for insuring against undesirable leakage of Aair under any conditions that may arise Aduring lthe act ofk intentional coupling land uncoupling.

Itniay happen that the locks in :the Couplers will be' accidentally displaced so vas .to permit cars to be accidentally .uncoupled Under such conditions the brakes should Ybe automatically applied to stop the two separated cars or the two separated sections of a train.l

A further object of the present invention is to produce automatic couplings of theairand automatic control to prevent undesired discharge or leakage of air lduring coupling or nncoiipling, while permitting .air to escape upon accidental breaking apart of the train and thereby cause the brakes lto beapplied.

IThe various features of novelty whereby'y my invention is characterized will hereinafter be pointed out wi-thfparticularity 'in Jthe claims; but, for a .full understanding ,of my invention and of its objects and advantages,

reference may -be Ahad to the following detailed description taken .in connection with the accompanying drawings, wherein.:

Figure l is a horizontal section ,through a car coupler equipped in accordance Iwith' the present invention; Fig. 2 .is a side view. ofthe coupler, portions being shown insec. tion; Figs. Zand 5 are viewssimilar to @F.ig,v

l, illustrating different positions of the parts; Figs. aand Gare views similar to Fig. 2,'sh`owing those part-s corresponding respectively to the positions indicated in Figs. 3 and '5; Figs. 7 and 8 are views of fragments of the coupler, lon an enlarged scale, showing the parts in the same positions as they occupy in 'Figs'. l andB respectively; 9 is a side elevation of the parts shown in Fig. 7, the View being in a direction looking down 'toward the vtop of Fig. 7 and Fig- 10 is a section taken approximately on line 10-10 of Fig. 9. i

. Referring to the drawings, l represents the head of an automatic car coupler, preferably of the tight-lock type. Thespeci'iic coupler shown in the .drawingsy is disclosed in my Patent Number 1,475,609 dated vl\lovernbe'r 27, 1923, to which reference 'may be had for complete details..` Briefly stated, the coupler head is a hollow member open at the front and having at one side a forwardly projecting nose 2 adapted to enter the chamber 'f3 inl a companion coupler and be interlocked with rthe nose on the latter when a coupling is made. i Within the chamber of the-head is a swingingfbail 4 that embraces thev nose of a companion coupler, when a' lcouplingis made, and holds 'it in interlocked relation with the nose 2. The free ends of the arms of the bail are journalled on a vertical shaft 5. about Vwhich is an eccentric device'. "By turning the eccentric device, the bail may .be moved a limited distancein the direction "o'f its lengthto release from the noseof the cooperating coupler or draw itragainst lsuch nose. The eccentric device is fixed to or parst ofa tail member 7 projecting into the chamber ofthe head` behind the'nose The'bai-l has thereon two lugs 8 and 9V separated from each other angularly of the swinging axisof the bail. lThe combined eccentricand tail member hasfthereon a block 10 narrowerthan the 'distance between the lugs andlyingbetween the lugs. Therefore'the tail member arrested by a stop 13 projecting upwardly from the bottom wall of the coupler head, as best shown in Fig. 5. The backward swinging movements of the bail may beV effected by any suitable means acting upon or through the member 7. In the drawings I have illustrated only the usual manual actuating means comprising a vertical rotatable shaft 14 in the rear end of the coupler head; this shaft having thereon a radial arm 15 Yconnected to the block 10 by a link 16. In the chamber of the coupler head is a horizontal pivoted.

catch 17 more or less U-shaped, one arm, 17 a, being adapted to drop into a notch 18 in the free end of the arm 15, as best shown in Fig. 3, to lock the bail in its released position; while the other arm, 175, extends forwardly past the bail, for the purpose of permitting the catch'to be tripped by the bail.

In Fig. 1 the parts are shown in the coupled position, a companion head A being indicated in dottedA lines. It will be seen that the block 10 is pressing against the'lug 8, so that the pressure of the spring 11 is being exerted in a direction to swing the bail for,

ward in the clockwise direction,thus causing it to bind upon the nose of the coupler A. When itis desired to uncoupl'e, the shaft 14 is turned. Duringthe first portion' of .the turning movement of the operating shaft, the block10 moves through the space betweenthe lugs 8 and 9, turning theeccentric device andthe tail memberf7, and compress-V ing the spring 11, without swinging the bail; but moving the bail bodily a short distance inthe lengthwise direction so as to release its grip on the nose of the companioncoupler. After the block 10 comes into contact with the lug 9, the bail swings with the block into the position shown in Fig. 3. ThereV is a spring 19 acting on the catch device or trig` ger 17, so that the armor linger 17al drops Vinto the notch 18 on the actuating arm'15,

when the bail swings clear of thearmzor finer 176, as shown in dotted lines in Fig.

onsequently the bail is locked in its unlocking or release position until the trigger is.

tripped. It will lbe seen that there is a lost motion between the actuating mechanism and ,the bail so thatthe block 10 and the tail 7 ,for example, swing through a greater angle than does the bail during the normal unlocking operation.- If, when the parts are in the coupled positions as shown in Fig. 1,

a forcebe 'applied vdirectly to thefbail 4' to swing it back, as would happen in the case of an accidental uncoupling, the block 10` would not moveaway from the lug8', but would be driven by the latter, so that in this instance they block `10 and the tail 7 would swing through only the same angle as that through which the bail travels. I make use of this difference in the distance of travel of the elements of theunlocking mechanism,

depending upon Whether. the latter is movedV in the normal way for uncoupling or in an abnormal way as the result of an accidental rconduits terminate in sections 20 fixed to the coupler head on lines extending diagonally of the longitudinal aXis of thehead and each having Vits outer end 21 fashioned to make `a tight joint when brought in contact with the conduits should be automatically shut,

off. To accomplish this there may be valves placed in the conduits and provided with actuating Vmeans operated V,by an opposing coupler to cause the valves to open when a coupling is mader and permit them to close upon uncoupling. However, this simple construction would permit some air to leak out during a coupling or an uncoupling operation and, if the processwere slow, would cause the brakes to set. Furthermore, the conduits would be shut olf in case of acciden-V tal uncoupling which would permit a train to break apart; whereas the brakes should be applied in the event of such an occurrence. I have therefore placed in each conduit two valves and means for controlling them in 'such away4 that the desired conditions will be maintained under all circumstances.

.The valve mechanism isplaced in a suitable casing22 to which the conduit sections 20 are connected. At the rear end of the casing' Air from either train ing it into' two compartments and .provided witha port30. rllhe forward compartment ofthe chamber 29 Yopens into a chamber 81 into -a wall of which thel corresponding conduit -section is screwed. There is a long' sleeve valve32 slidably mounted in a part of the valve casing directly in front of and in registration with the port 30. A spring 63 Y acts on this sleeve valve in a direction tending constantly to push the same forward clear of the chamber 29. When the sleeve valve is pushed back against the resistance of its spring, it fits into the port 3() and therefore closes communication between the two compartments of the chamber 29, this being the closed position of this valve.`

'It will thus be seen that if either the valve Ol" the valve 32 is closed, no air can flow between ,the corresponding train pipe and conduit section 20.

The long axes of the valves 25 and 32 are parallel to the longitudinal axis of the ycoupler head. The valves25 are opened by means of rods 33 arranged in front of and in alignment with the valve stems; the rods cxtending through suitable packed stuffing boxes 34 to prevent leakage of air past the same. The valves 32 are adapted to be closed by means of rods Y35 extending forwardly through suitable stufling boxes 36. Further- 'fi in alignment with the rod.

more, -the inner ends of the rods 35 may be inthe form of outwardly seating valves`37 that engage in cooperating seats in the valve casing to. form seals against leakage of airl when the valves 32 are. open. The upper of the rods 33 is adapted toV be pushed back by a separate plunger 38 extending slidably through the front wall' of the coupler head The lower rod 33 is adapted to be actuated by a second separate plunger 39, mounted in the same way as the plunger 38. When two couplers are brought together, the plungers inv each. are pushed back by contact with the front face of the other, opening the valves 25; and when the couplers separate, the plunger's move out under the urge of the springs behind the valves.

Since the conduit sections 2O are stationary 'the air connection or coupling is completed only when the .carcouplers are almost in their final interlocked positions, and is again interrupted as soon as thev car couplers movev apart slightly. However there must be a much greater relative movement between `the car couplers to effect an opening or a closing of the valves 25. Therefore in practice it is impossible to insure that the valves 25 will always be closed except when the air connection is complete, and it is for this reason that the valves 32 are provided.

The valves 32 are always open except at times when the valves 25 would permit air to escape contrary to intention o r desire. To

Ithis end I have mounted inthe coupler head an actuator consisting of a broad vertical wing 40 lying in front of the rods 35 vand arranged to ,swing about a vertical pin 41. A finger 42 extendsinwardly from the wing in thepath of movement of the endzof the part n or tail 7 of the unlocking'mechanism of the coupler. When the lock-actuating mechanism of the coupler is moved into its unlockingposition, as shown in'Fig. 3, the tail 7 strikes the finger 42, swinging thewing 40 against the outer ends of the rods 35 and closing the valves 32. Since the trigger 17 locks the lock-actuating mechanism in its unlocking position, the valves 32will be locked inl their closed positions until the lock-actuat-y ing mechanism is released.. This release of the lock-actuating mechanism is efected auto-' matically upon separation of the cars. When thecoupler lock or bail is swung back, the nose of the companion coupleris left free to be withdrawn. However, in withdrawing, the nose engages the arm 17 b of thel trigger 17, tripping it and permitting the bail to swing forward again. In Fig. 3 the couplers are shown as having separated far enough to permit the valves 25 to close, but thev trigger 17 has not yet been completelv tripped. There- Y fore the valves 32 are held closed until after the valves 25 have closed, and only then is the trigger 17 tripped as shown in Fig. 5 to release the Twaives 32 and permit them to open.

On the other hand, with the partsV in `uncoupled positions as shown in Fig. 5, the lock.

orbail is swung back by the entry of the no se of a companion coupler, in the act of coupling, causing the valves 32 to be heldiclosed: while the valves 25 are being opened.

When the locking bail is swung back by the nose of v an opposing coupler in the act of coupling, the tail piece 7 of the bail-actuating means does not swing as far as it does ywhen operated by the unlocking shaft;V Therefore the tail piece 7 must be so shaped` that after it has caused the wing 40 to swingfar enough to close the valves 32, it will'ride overl the finger 42 without producing any further movement of the latter; Athus permitting the valves 32 to be closed either by swinging the bail back in the act of couplingorin the act of Y unlocking.

As heretofore explained, thel brake line` side. A horizontally swinging .catch 47 is v mounted at its front end ona vertical, sta-v tionary .pin 48' located in frontof the arm. There is a spring 49 between the catch and a stationary part of the coupler head,l tending constantly to swing the catch toward` the i plunger. The parts are so proportioned that when the plunger 39 is pushed back to thel position it occupies when two cars are cou,- pled, the rear freeend of the catch Vw-ll engage in l the notch andv lock the plunger against forward `movement,-thus locking the corresponding valve open. f

Therefore, whenever a coupling is made, the valves 25 in the brake lines of the two couplers will be locked open, so that Yair will escape from these lines and cause an application of the brakes unless the catches that hold the valves open are first released. Normally these catches must be released when the couplers are unlocked. To this end theV catch is provided with a tripping finger 50 that lies in the path `oli theelement 7 of the unlocking mechanism of the coupler. As best shown in Figsf? and 8, the element 7,- as it swings back in the` act of kunlocking the coupler, irst strikes the linger 42,V swinging the wing l0 and closing the valves 32; andA then it rides over the nger l2 and strikes the linger 50, causing the catch'lto be swing out of the notch in the arm on the 'plunger 39. `The parts are so proportioned that the catch 47 is l Y tripped during the final portion of the vmovement of the element 7 equal to the amount ot 25; lost motion between the element 7 andthe locking bail. Consequently thecatch will be tripped'when the unlocking mechanism for the coupler is actuated to unlock the coupler g but, if the'bailis-pu'shed back accidentally and therefore does not move thejeleinent 7 through as great an angle asis done-1n normal uncoupling, the catch will remain'in holding position and the plunger cannot-amove out when'fthecouplers separate, and the corre? spondingvalve 25 will remain openand the brakes will be applied;

The catch47 may have an additional linger 52, accessible 'from without tl'irough'the side of the coupler,fby means of which the catch l may be tripped manually in case of need.

lt will thus beseen that l have produced ya simple and novell air coupling mechanism that will function automatically as cars are Vcoupled and uncoupled to lopen' and yclose the train lines as required; that regardless 'of the speed at which two car couplers vcome together or separate, the opening and closing oiE 'the train lines will always be' performed quicklyV and without danger et leakage of air; that the couplers cannotcom'e to rest, in approaching eachother or receding -rom'each other 'in any relative position that will'permit the air lines'to'- be Wholly or partially opened; and thatin the event of accidental,

separation of two couplers, byreason orn an accidental movement of one ofthe couplerV locks, the brake line will be openedV to atmosphere andthe brakes applied.. `Consequently .the coupling and uncoupling of the air lines is etlected automatically, without re'ipiiring vany attention on the part ci' the trainmen,

a conduit for lluids mounted on the coupler for cooperation with a conduit on a companion coupler, two'valves lnsai'd conduit,

means for automatically opening the'rst of said valves in the act of coupling, and means for automatically closing-the second valve during the act ot coupling before theAirst valve begins to open and again openingthe second valve after the coupling has been completed'. l Y

.2. The combination with vacar coupler', ot a conduit for fluids mounted on thecoupler for cooperation with a conduit on Va com,V

panicn coupler, two valves: in said conduit,

means ytor closing the second valve prior to uncoupling and automatically openingV it after the-iirst valve has beenv closed andA for automatically closing the second" valve before the iirst valve begins to open in the act or" coupling and then opening the second valve as the coupling is completed. f

3. The combination with aV car coupler having an element -movable automatically from a iirst .position to a second position and .back again during the act ot automatic coupiling, of a conduit for fluids on thecoupler to cooperate with a conduit-j on va companion coupler, a normally closed 1 valve and `a normaliy'openvalve in said conduit, means tending 'constantly to Yclose. the normally closed valve and to open the normally open valve,` 'means actuated by -a companion coupler to open thenormally closed valve, anda device in the path of and actuated by the aforesaid element to lclose the normally Vccupling` the normally open valve will be vthe normally Yclosed valve is closed before opened. Y y

d. The combinati-on with a car couplerhaving a. lockthat moves toward a Yrelease posi-V tion andA then back again into aflockingV posi- 'for -openingvthe first of said valves uponco uping and closingitupon uncoupling, and

tion* during' automatic coupling, of an `ele-' nient movable with the lock from va first posi-I 1 tion to second positlon land back again durcoupler in position to cooperate with a corresponding conduit on a companion coupler, a valve in said conduit, a spring tending to hold said valve open, a second valve in the conduit, a spring tending to hold said second valve closed, an actuator for closing the first valve lying in the path of said element and adapted to be moved by said element in a direction to close the latter valve when said element is travelling toward its said second position, and an actuator for opening the second valve in position to be engaged by a companion coupler in the act of coupling after the first valve has been closed and cause the second valve to be opened.

5. The combination with a car coupler having a lock and an actuating means for the lock, of a conduit for fluids on the coupler for cooperation with a companion part on an opposing coupler, two valves in said conduit, means tending constantly to open the first valve, means tending constantly to Close the second valve, vmeans actuated by an opposing coupler for opening said second valve, and means associated with said lockactuating means to close the first valve when said lock is shifted by said actuating means to its release position and normally to permit said first valve to open when said actuating means returns from its unlocking position.

6. The combination with a car coupler, of a conduit for fluids mounted on the coupler for cooperation with a companion part on an opposing coupler, two valves in said conduit, means tending constantly to open the rst valve, means tending constantly to close the second valve, means actuated by an opposing coupler for opening` said second valve when a coupling is made, and means for automatically effecting a temporary clos-- ing of the first valve during the act of coupling.

7. The combination with a car coupler, of a conduit for fluids mounted on the coupler and having a cushion end to engage with the end of a similar part on a companion coupler and be slightly compressed in the final movements of the couplers into coupled relation, two valves in said conduit, means tending constantly to open the first valve, means tending constantly to close the second valve, means for automatically opening the second valve in the act of coupling, and local means for closing said first valve, in the act of coupling, before the second valve begins to open and then permitting the first valve again to open after said cushion ends have come in contact with each other and have begun to be compressed.

8. The combination with a car coupler, having a lock and a lock-actuating means returnable from its unlocking position when two couplers separate after their lock-acmal unlocking positions, of a conduit for fluids on the coupler to cooperate with a conduit on a companion coupler, of two valves in the conduit, means adapted to be actuated by aV companion coupler to open one of the valves upon coupling and leave the valve free to close upon separation of the couplers a distance greater than that required to cause the lock-actuating mechanism to be returned from its normal unlocking position, and means controlled by said lock-actuating mechanism to close the other valve when said lock-actuating mechanism is brought to its normal unlocking` position and thereafter leave the latter valve free to open when the lock-actuating means is returned from the normal unlocking position upon separation of the couplers.

9. The combination with a car coupler having a lock and a lock-actuating means returnable from its normal unlocking position when two couplers separate after their lockactuating means have been brought into their normal unlocking positions, of a conduit for fluids Von thev coupler to cooperate with a conduit on la companion coupler, of two valves in the conduit, means tending constantly to open the first valve, means tending constantly to close the second valve, means adapted to be actuated by a companion coupler to open the second valve upon coupling and leave the second valve free to close upon separation of the couplers a distance greater than that required to cause the lock actuatingV mechanism to be returned from its normal unlocking position, a catch for holding the second valve open, means associated with the lock-actuating means to trip the catch when the lock-actuating means is moved into its normal unlocking position,

and means controlled by said lock-actuating means to close the first valve when said lockactuating mechanism is brought to normal unlocking position and leave this valve free again to open when the lock-actuating means is returned from said unlocking position upon separation of the couplers.

In testimony whereof, I sign this specification.

HERBERT E. VAN DORN.

tuating means have been brought into nory 

